Internal combustion engine



rINTERNAL COMBUSTION ENGINE Filed Aug. 4, 1937 2 Sheets-Sheet 1 Dec. 12,1939. F1 F; KlSHLlNE 2,182,990

INTERNAL COMBUSTI ON ENGINE Filed Aug. 4, 1937 2 Sheets-Sheet 2mullllulllllll'i' l /NVENTU n TTOR/VE V5.

Patented @esta i2, i939 narran sra'rgs patear orgies INTERNAL COMBUSTIGNENGINE Floyd F. Kishline, irrriinghani9 Mich., assgnor to Graham-PaigeMotors Corporation, Detroit, Mich., a corporation of MichiganApplication August 4, 1937, Serial No. 157,397 13 Claims. (C1. 12S- 173)The present invention relates to internal eoin.- a construction in whichthe carburetor passage bustion engines, and in particular is directed toprojects into the head at substantially a right the provision of animproved Water cooling sysangle t the IOngitudinal aX'lS 0f 'the head,and

tern for the cylinder head of aninternai combusthe several intakepassages branch from the 5 tion engine, as weil as to the provision ofan Carburetor passage at substantially right angles improved head andrintake manifold construction, thereto.

objects of ine present invention areio pro- Further objects of thepresent invention are vide an improved cooling system for the head t0generally improve the COnStIlletOn 0f intel- 4 of an internal combustionengine; to provide nal Combustion engines, and to provide an ensucha-system in Which the opposite sides of the gine Willen may beeCOnOIniCally Inanllfaetnred 10 head are provided With removable coverplates and aSSembled, and Willen llaS improved Operat- Which close thehead jacket, at least one of the ing CnaraCterlStiCS- side plates beingconstructed as a manifold em- With the abOVe aS Well aS Other and mOredel bodying a series of spaced nozzles through which tailed ObJ'eCtS inView, Which appear in the fOlstreams of coolant may be directed againstselOWing deSCrptiOn and in the appenflefl ClalrnS, 15 ieoied parts ofine head; to provide an internal a preferred but illustrative embodimentof the combustion engine embodying an auxiliary coolinVentOn aS SllOWnin the aCCOInp-anyng draW- ant circuit for directing at least a part ofthe ings, tnrellgllent the Several VleWS 0f Which 00reooiant around thecylinder intake passages, to responding reference characters are used todesassist in bringing the gas mixture t0. a, desired ignatecorresponding parts, and in which: 20` temperature; to provide such asystem in which Figure 1 is a view in vertical transverse section, thejusU mentioned oironit is independent of the of an internal Combustionengine embodying the thermostatic control means utilized to preventinVentlOn a normal circulation through the engine and the Fig- 2 iS afragmentary VleW in Side elevation,

a5 venioie radiator; to provide an internal ooinbustaken alone tbe line2-2 of Fig- 1; 25 tion engine of ine overhead vaive type, embody- Fig. 3is a fragmentary View in bottom plan, ing an improved head soconstructed that the taken alOng the line 3-3 0f Fig- 1; studs forsecuring the head to the block are re- Fig i is a partial tOp plan VieW0f the Cylinquired to pass through only a limited thickness der head,With the hereinafter described removof the head structure; to providesuch a conable COVer plate renlOVed; 30

struction in which the head is provided with Fig. 5 iS a VieW in tOpplan 0f the engine; packets on its lateral side, io receive the headFig. 6 is a view in end elevation, taken along securing studs., so thatthe latter are required the line 5-6 Of Fg- 5; to pass only 'from thebase of each pocket through Fig. 'l iS a fragmentary VieW in Section,taken to the underside of the head and are not required along the linel-l 0f Fig. 5; 35 to pass entirely through the head; to provide Fig 3 iSa fragmentary View in SeCtiOrl, taken such a construction in which thejust mentioned aleng the line 3-3 Of Fig- 'l5 pockets form a part of andare Within the head Fig. 9 is a fragmentary VieW in SeCtiOn takenjacket, and are closed by the previously menalong the line 9-9 0f Fig-5; and,

tioned plates, thereby permitting, all studs asso- Fig. l0 is afragmentary vertical sectional view 40 ciated with each cylinder to bepositioned immetaken on the line lll-IB of Fig. 4. diately adjacent theperiphery of the cylinder; Referring to the drawings, particularly Figs.

to provide an internal combustion engine em.- l through 4, theillustrated engine is oi the overbodying an improved intake manifoldstructure, head valve type, and the head 2l! is secured to in which theintake passages are formed at least the block 22 by a series of studs2a, which pass 45 in part as channels in the upper surface of thethrough slightly enlarged openings provided head, and in which theotherwise open channels therefor in the head 2E, and the Shanks of whichare enclosed by a removable plate; to provide are threaded into theblock 22.

such a construction in which the removable The underside ofthe head 20is formed to plate is jacketed, and the jacket is included in provide acombustion chamber 2e over each cyl- 50 the above mentioned auxiliarycooling circuit; inder 2e. The illustrated engine embodies six toprovide an engine head construction having cylinders, although othernumbers of cylinders an improved structural relation between the sevmay,of course, be used. Each chamber 26 is eral intake passages and thepassage leading from providedwith an inlet passage 28 and an exhaust thecarburetor to the passages; to provide such passage 3e. Each inletpassage 28 is provided 55 with a valve 32, and each exhaust passage isprovided with a valve 34. The head 2U is also provided with a series ofpockets which extend downwardly from the top surface thereof at pointssubstantially on the center lines of the respective combustion chambers26, to receive the usual spark plugs, indicated at 38 in Fig. 3. In thebroader aspects of the invention, the combustion chambers 26 may takeany of a variety of forms, although it is preferred to follow thedisclosure of applicants co-pending application, Serial No. 138,539, ledApril 23, 1937, and assigned to the same assignee as the presentapplication.

As is most clearly shown in Fig. 1, each exhaust valve 34 is providedwith a valve guide 40, which is fitted within a boss 42 providedtherefor in the head 20, and the upper end of each such valve projectsupwardly from the head for cooperation with a tappet 44. Each tappet 44is slidable within a bore 46 provided therefor in a tappet body 48.`Each valve is continuously urged to the upper and closed position by acompression spring 50 which surrounds the stem of the valve and isseated between the previously mentioned boss 42 and a washer 5| securedon the end of the valve stem in a conventional manner. It will beappreciated that each of the inlet valves is similarly constructed andarranged. The cam shaft 56, which is supported above the body 48 bymeans of two or more pillar blocks 58 is constructed to effect thesuccessive opening and closing of the valves in a conventional manner.An oil tight cover 62 is preferably provided to enclose the cam shaft,its bearings, and the valve tappets 44. The tappet body 48 is suitablyand rigidly secured upon the upper surface of the head 20 in anyconventional way a-s by studs (not shown), and a gasket 64 is preferablyinterposed between the head 20 and the body 48.

With particular respect to the coolant circulation system for theseparts of the head which have thus far been described, it will beappreciated that the interior of the head 20 is completely cored outexcept for the presence of the inlet and exhaust passages 28 and 3D, thespark plug pockets 36, and the valve guide bosses 42, and that, due 'tothis cored out relation, a free circulation of coolant is permitted fromone end of the head to the other, around and between the just mentionedparts, and over the tops of the individual combustion chambers 26. Theupper portions of the opposite lateral sides of the head are enclosed,except for the individual openings associated with the exhaust passages3U, and the single inlet opening ||2 associated with the inlet passages28. The lower portion of each side wall of the head, however, is cutaway throughout the length of the head, thus affording access from eachside of the head to the interior of the head jacket. These lowerportions of the sides of the head are enclosed by members 1|] and 12.The member 'I6 is of generally U shape section or panlike form, and isprovided along its opposite sides with supplemental members 'I4 which,with the adjacent leg or side wall portions, define channels to receivea sealing gasket '16. The member '18, which is preferably formed of arelatively light metal stamping, is removably secured to the exhaustside of the head, in completely enclosing relation to the associatedopening by a plurality of studs '18, which pass through openings formedin the member 'I0 and are adapted to be threaded into the head 20. Theother enclosing member 12 is also of generally U-shaped section and isprovided with an inner U-sectioned member 8U. The legs 'Z9 of member 'l2and the legs 8| of member 80 define a channel to receive a sealinggasket 83. The members 'I2 and 80 cooperate to form between them acooling manifold from which coolant may be directed into the head jacketthrough a series of nozzles 82, formed in the member 88, Preferably onenozzle opening 82 is provided for each of the cylinders, and is sopositioned that the stream of coolant discharged therethrough directlyimpinges the associated exhaust valve passage 30. A part of the coolantthus discharged also substantially directly impinges the pocket of theassociated spark plug, and also flows against and around the top of theassociated combustion chamber.

The interior of the head jacket is placed in communication with theinterior of the engine block jacket 84, by means of a plurality ofpassages 86 and 81 which may be distributed along both sides of theblock and head, in accordance with conventional practice.

Referring particularly to Figs. 5 and 6, the external circulating systemfor the head and engine block cooling system includes the pump 90 and aconventional radiator 92. Coolant is drawn from the base of theradiator, by the pump 9D, through the line 94, thence through the pump,and thence through the two branching lines 96 and 98 into the manifold'l2 and the block jacket 84, respectively. The coolant flowing throughthe line 98 enters the block adjacent the base thereof, at the rear endof the engine, circulates around the several cylinders, and from thereflows into the head jacket through the previously mentioned connectingpassages 86 and 81. The coolant which flows through the line 96, entersthe manifold 'l2 and is discharged into the head jacket on a pluralityof streams, through the nozzle openings 82 and mingles with the coolantintroduced into the head through the passages 86. The thus commingledsupplies of coolant pass forwardly through the head, are dischargedtherefrom through the outlet passage |00 (Fig. 4), and are returned tothe upper part of the radiator through the line |02, the fitting |04associated with which is removably secured over the opening |80. It willbe appreciated that the relative sizes of the supply lines 96 and 98(Fig. 6) depend upon the relative quantities of coolant which it isdesired to direct individually into the block jacket and into the headjacket. The parts immediately associated with the head may normally beexpected to require substantially greater cooling than is re quired bythe cylinders themselves. Accordingly, it is preferred to construct theline 96 to have a substantially greater capacity than the capacity ofthe line 98.

The above described construction of the head in addition to providing anextremely satisfactory coolant circulation arrangement, also results inseveral very important structural advantages. The advantages of aluminumcylinder heads for internal combustion engines are well understood. Dueto the substantially greater coefficient of expansion of aluminum thanthat of iron or steel, however, aluminum cylinder heads have not comeinto commercial use in engines of the overhead valve type. This is forthe reason that an overhead valve head is of substantially greaterthickness than a so-ealled L-head type, and, in the absence of anarrangement of the type about to be described, the head studs arerequired to be of correspondingly greater reaped length. Due to thedifference in co-efcient of expansion of the head and of the studs, itis found that the head cannot be maintained in a tight relation to theblock. In other words, if the studs are tightened down when the engineis cold, as soo-n as the engine and consequently the cylinder headbecome heated, the studs are stretched beyond their elastic limit andwhen the engine again cools down the studs are often loose enough tcpermit the gasket between the cylinder block and hea-d to be blown out.To overcome this difficulty, it has been proposed to `utilize speciallyconstructed head studs, which proposal is objectionable as beingexpensive and unreliable. It has also been proposed to so construct thehead that the studs which project into the cylinder block are notrequired to pass entirely through the head, this, in a broad sense, isthe present arrangement. So far as the present applicant isawarahowever, it has not heretofore been proposed to take advantage of apocket formed within the head for water jacket purposes as a means ofpermitting the use of shorter head studs. v

In the present instance it will be observed that the head studs ii areprovided with bosses lill formed in the base of the head within thepreviously mentioned water jacket. The bosses HE? are `relatively short,and permit the use of studs which areccminensurate in length with and inmost cases shorter than those which are conventionally utilized inengines of the L-head type. 'With the present construction, accordingly,it is possible to make use of an aluminum head with its attendantadvantages without at the same time introducing any of theaforementioned difficulties encountered in the application ofaluminunheads to engines of the valve-in-head type.

further important advantage of enclosing the head studs within the headwater jacket resides in the fact that in this way all of the studs irn'The intake manifold for the combustible mixture is for the incst partformed integrally with the cylinder head It is best illustrated in Figs.l. and fl, Fig. i showing substantially only half of the saine andonehalf only will be described as will be understood that both halvesare identical except reversed in direction.l The inlet il? for theintake manifold opens laterally and centrally of the cylinder head 25into a distributing chamber illustrated generally at l i3 and comprisesrst chamber or portion llfl of generally cylindrical formationpositioned with its axis vertical and a second chamber or portion H5likewise of generally cylindrical formation with its axis vertical andintersecting the portion l irl so as to provide open communicationbetween them. From the chamber lill the combustible mixture is directedforwardly toward one end of the engine to supply the cylinders at suchend and rearwardly of the engine to supply the cylinders at the oppositeend. The mixture ilowing toward one end of the engine from the chamberH3 is initially divided into two streams of equal volume by a centralvertical wall H6 the plane of which lies in the direction of the iiowfrom the chamber l it, namely in approximately parallel relation withrespect to the longitudinal axis of the engine. The forward or upstreamend of the wall l it coincides with the line of junction between theportions lill and H5 at the corre spending side oi the chamber i I3. Inother words this wall H6 provides a pair of independent passagesy E iland H3 which open into the portions lld and H5 respectively. The passageH8 opens into the passage 28 leading to that one of the two centercylinders on the corresponding side of the mid-point of the enginelengthvand consequently feeds only the corresponding cylinder. y

The passage lll' extends for a short distance longitudinally of theengine and is then laterally enlarged as at lit and shortly after thepoint of enlargement in the direction of flow of the combustible mixturetherethrough is, in turn, divided into two passages l2@ and i2! of equalvolume by means of a vertical central wall |22, the upstream end ofwhich lies in a plane substantially parallel to the direction of flowthrough the passage Hl and centrally thereof. The passage |20communicates with the passage 28 leading to the intake port of theendmost cylinder on the correspending end of the engine, and the passagei2! communicates with the passage 23 leading to the intake port of thatcylinder next to the end cylinder on the corresponding end of theengine. It will thus be apparent that the intake port of each cylinderis fed by a separate branch of the manifold, this aiding in eliminatingthe difficulties experienced in connection with the proper distributionof liquid fuel particles between the different intake ports of theengine and also aids in eliminating the phenomena of breathing ofthefuel mixture in the manifold between the Various ports thereof.

To further aid in the proper distribution of the liquid fuel particlesbetween the branches |26 and l2i the floor of the passage! il in advanceofthe upstream. end oi the wall i22is provided with an upward step ordam 123,curved in plan View, which causes the liquid fuel particlesclinging to the bottom wall of the passage lll to be equally distributedover the width-of the bottom Wall before it is picked up and carried oninto the passages. i2@ and i2i, thus assuring that equal distribution ofthese liquid fuel particles toboth passages mi! and I2! will occur.

It has been -found that the provision of the two intersect-ingcylindrical chambers Hd and H5, one of which is preferably smaller thanthe other, aids in effecting not only an equal distribution of thegaseous combustible mixture entering the inlet port H2 from Whatevertype of carbureting means is employed, but also is very effective incausing an equal distribution of unvaporized fuel particles to both thepassages Hl and H8 on the saine side of the manifold. This last effectis particularly obtained by extending the at bottom ends of the chambersHll and H5 slightly below the iioors of the chambers Eil and lill so asto effect an upward step from the floor of the chambers lill and H5 tothe iioors of the passages ill lill, this upward step aiording dams liland H8 respectively for the particles of liquid fuel tending to collectin the distributing chamber l i3 and having the samergeneralV effects inthe distribution of the liquid fuel A particles to the passages and H8as the dam |23 previously described in distributing the liquid fuelparticles on the floor of the passage to the passages |20 and |2|.

The cross-sectional configuration of the Various passages and branchesof the manifold may be either round, square, or any other desirableshape, or combination of shapes, but particularly in order to enablefull advantages to be taken of the dams |23 and the corresponding damsformed at the outlet to the chambers |4 and ||5 it is preferably ofrectangular section particularly adjacent the locations of these dams.

It will be noted from an inspection of Figs. 1 and 4 that a portion ofthe intake manifold projects laterally outwardly beyond the side wallsof the head 20 and such portion is formed with an open upper face closedby a cover element or closure plate 22. This construction is followedpreferably to enhance the ease of the molding operations in theformation of the head and also to permit greater facility in inspectionof the interior walls of the intake manifold and removing rough spots orother obstructions that might occur therein during the castingoperation. The closure plate |22 overlaps the upper face of the cylinderhead 20 at its inner edge, and its outer edge is preferably formed to acontour such as to bring it flush with the outer edge of the main bodyportion of the manifold, and it is secured in place by means of screws|24.

In accordance with a further phase of the present invention the closureplate |21 is provided on its upper surface with a water passage |29formed integrally therewith. This is for the purpose of imparting arelatively small amount of heat to the combustible mixture flowingthrough the intake manifold but without adding sufiicient heat to themixture to materially adversely effect the volumetric efficiency of theengine. In this respect it will also be understood that inasmuch as theintake manifold is formed mainly within the cylinder head 20 and amaterial proportion of its exterior walls is bathed by the cooling watercirculated through the head, a considerably greater amount of heat thanthat provided only by the passages |29 will be transmitted to thecombustible mixture during engine operation.

In accordance with the broader phases of the present invention thepassage |23 may be conneeted into the engine cooling system in anysuitable manner so as to effect a circulation of the cooling waterheated by the engine therethrough. However, in some cases it will bedesirable to employ a supercharger in connection with the engine andwhich supercharger may be of the type shown and claimed in my copendingapplication for Letters Patent of the United States Serial No. 35,022,filed August '7, 1935, now Patent No. 2,157,761, May 9, 1939, and insuch case the supercharger is preferably water jacketed. Thiscombination is illustrated in Fig. 5 and in such case the supply ofheated liquid for the water jacketed supercharger may be readilyprovided by connecting the water jacket of the supercharger in serieswith the passage |23. To this end the passage |23 is interrupted at |25midway of its length and immediately over the inlet port H2 to which thesupercharger |30 is suitably secured, it being understood that asuitable or conventional carburetor (not shown) is provided for feedingthe combustible mixture to the supercharger |30.

The water jacket inlet |3| for the supercharger |30 is communicated withthe interior of the passage |23 on the forward side of the interruption|25 by means of a suitable nipple |32 extending therebetween and aidingin locating the supereharger |30 with respect to the cylin der head. Theoutlet |33 for the superoharger water jacket is similarly placed incommunication with the passage |23 on the rear side of the interruption|25 by means of a corresponding nipple |34. This construction is clearlybrought out in 8 in which it will be noted that the contacting faces ofthe closure plate |22 and supercharger |30 about the correspondingnipple |32 or |34 are beveled as at |36 in opposed relation to form achamber in which a suitable packing such as |38 is received in order torender the connection Water tight.

As clearly appears in Fig. 9, the inlet |40 for the passage |23 isconnected into the interior of the cylinder head jacket adjacent thefront end thereof by a short connecting passage |42. Similarly, theoutlet |44 associated at the left hand end of the passage |23 isconnected to the inlet side of the pump 00 by means of a short hoseconnection |65 (Figs. 5 and 6). With this arrangement it will beobserved that a portion of the coolant which would otherwise bedischarged at the front end of the head 20 through the previouslymentioned hose connection 02, is discharged through the passage |42 intothe closure passage |23. Such portion of the coolant flows to the left,as viewed in Fig. 5 through the righthand portion of the passage |23,thence circulates through the water jacket of the supercharger |30,through the lefthand portion of the jacket of the passage |23, and isthen returned to the inlet side of the pump through the short connection|46.

rlhe just mentioned coolant circulating circuit 'by-passes thepreviously mentioned radiator 92. With this arrangement, a thermostat orother heat responsive element may be interposed in the line |02, or inthe fitting |04, in accordance with conventional practice, to prevent acirculation through the radiator 92, except upon the attainment of apredetermined operating temperature of the water or other coolant in thewater jackets of the engine cylinder block and cylinder head. Theclosing off of the line |02, however, does not interfere with thecirculation of coolant from the pump through the block and head jackets,and through the just mentioned by-pass coolant circuit.

From the foregoing description, it will be appreciated that the presentinvention provides an effective and efficient coolant circulating systemfor an internal combustion engine, and also affords improved features ofconstruction of the cylinder head and intake manifold of internalcombustion engines. It will be understood that the foregoing descriptionis to be regarded in an illustrative, and not in a limiting sense.

What is claimed is:

l. The combination with a water jacketed cylinder head of amulti-cylinder internal combustion engine, formed to provide a series ofindividual combustion chambers, of a plurality of means associated witheach chamber and arranged around and adjacent the periphery thereof, forsecuring the head to an associated engine block, said means beingremovably accessible from within the head jacket.

2. In an internal combustion engine, the combination of a water jacketedcylinder head, one wall of the jacket being adapted to close a cylinderof the engine, and a plurality of means arranged around and closelyadjacent the Wall of the cylinder for securing the head to the block,said means being passed through the Wall of the head and being removablyaccessible from Within the head jacket.

3. In an internal combustion engine, the cornbination of a head having aWater jacket formed therein and having an opening in at least onelateral Wall of the jacket affording access to the interior thereof,means accessible Within the jacket through said opening for securing thehead to an associated cylinder, and a plate removably secured to thesaid lateral side for closing said opening,

4. In an internal combustion engine, the combination of a head having aWater jacket formed therein and having an opening in at least onelateral Wall of the jacket affording access to the interior thereof,means accessible Within the jacket through said opening for securing thehead to an associated cylinder and a, removable coolant manifold securedto the said lateral side of the head for closing said opening andthrough 'which coolant may be directed into the head jacket.

5. In an internal combustion engine, the combination of a head having aWater jacket formed therein and having an opening in at least onelateral Wall of the jacket affording access to the interior thereof,means accessible within the jacket through said opening for securing thehead to associated engine cylinders, and a removable coolant manifoldhaving a plurality of nozzles associated therewith for closing saidopening and through which coolant may be directed into the head jacket.

6. In an internal combustion engine, the combination of a head having aWater jacket formed therein and having an opening in at least onelateral Wall of the jacket aifording access to the interior thereof,means accessible within the jacket through said opening for securing thehead to an associated cylinder, means for circulating coolant past thecylinder and to the head, and additional means including a coolantmanifold secured to the said side of the head for closing said openingand through Which coolant may be directed into the head jacket.

'7. In an internal combustion engine, the combination of a cylinder headformed t0 provide a coolant jacket therein, and having the lateral sidesthereof provided with openings leading into the interior of the jacket,means extending into and accessible from Within the jacket for securingthe head to an associated cylinder, and removable plates secured to theopposite sides of the head for closing said openings.

8. In an internal combustion engine, the combination of a cylinder headformed to provide a coolant jacket therein, and having the lateral sidesthereof provided with openings leading into the interior of the jacket,means extending into and accessible from Within the jacket for securingthe head to an associated cylinder, and removable plates secured to theopposite sides of the head for closing said openings, at least one ofsaid members being formed as a coolant manifold through which thecoolant may be introduced into the head.

9. In a removable coolant manifold adapted t be secured to the side ofan internal combustion engine, the combination of a pair of generallyU-shaped members secured together in telescoped relation, the base ofthe inner member having a plurality of nozzles formed therein, and thelegs of the members dening a channel between them to receive a sealingjacket.

10. In an internal combustion engine, the combination of a cylinder headhaving a plurality of cylinder intake passages integrally formedtherein, a portion of which are exposed upon a surface of the head aschannels, and a closure member removably secured to the head for closingsaid channel-like portions.

l1. In an internal combustion engine, the combination of a cylinder headhaving a plurality of cylinder intake passages integrally formedtherein, a portion of which are exposed upon a surface oi the head aschannels, and a Water jacketed closure member removably secured to thehead for enclosing said channel-like portions.

1-2. In an internal combustion engine, the combination of a cylinderhead having a plurality of cylinder intake passages integrally formedtherein, a portion of Which are exposed upon a surface of the head aschannels, a jacketed supercharger associated with said engine, a closuremember for said channel-like portions of said passages having a pair ofseparate jackets formed therein, and means connecting said separateportions and said supercharger jacket in series relation in a coolantcircuit.

13. In an internal combustion engine, the combination of a cylinder headhaving a plurality of cylinder intake passages integrally formedAtherein, a portion of which are exposed upon a surface of the head aschannels, a jacketed supercharger associated with said engine, a closuremember for said channel-like portions of' said passages having a pair ofseparate jackets formed therein, and means connecting said superchargerjacket between said separate portions in a series coolant circuit.

FLOYD F. KISHLINE.

